The Karmann Ghia combines the benefits of a VW Beetle drivetrain with the fine lines of an Italian-styled coachbuilt body, but mention of the words 'Italian' and 'coachbuilt' in the same breath could bring an assumption that the bodywork promises nothing but trouble. This has not proved to be the case, although it would be misleading to suggest that these stylish cars are immune to rust.
Had it been assembled by Volkswagen alone, the Ghia would almost certainly have been better built. Karmann has had a reputation for lack of attention to detail: a look within a stripped bodyshell will reveal poorly finished seams. On the exterior, Karmann used lead to smooth off the joints between the body sections, giving rise to the disadvantage that Ghia bodyshell renovation is difficult for an inexperienced restorer.
Outweighing this is the fact that the underpinnings are almost 100 per cent Beetle, the exception being that the floorpan is wider in an effort to add strength. Look at the coupe's slender roof pillars - they need all the help they can get to stop the car folding in the middle. And make sure cabriolet sills are in good order. So flexible is the bodyshell that VW issued a bulletin to dealers showing how and where to add hard rubber wedges between the body and chassis so that door gaps could be aligned.
Of all the Ghias, the most sought-after are the pre-1959 'low-light' models (the headlights are lower in the front wings), especially in cabriolet form. All 'low-light' Ghias are rare and can be very expensive to restore, new body panels and correct trim parts being virtually unobtainable - but most VW enthusiasts consider these by far the most attractive Ghias.
Who designed the Karmann Ghia has been much debated. Luigi Segre, Ghia's commercial director in the early '50s, visited the USA and met stylist Virgil Exner, whose designs for a new Chrysler were passed to Segre at the same time as Ghia's Mario Boano was working on a new VW based coupe. Exner claimed the final design was a scaled down version of his Chrysler K-310 project while Boano maintained it was his idea. Both claims had substance, but the styling could be seen on the Ghia.
The Type 3 Ghia
Introduced in 1962, the Type 3 Ghia - or 'Razor Edge', because of its crisp styling - was never the success both VW and Karmann predicted. Its design influenced by US trends, was a departure from the Type I Ghia. It didn't sell well in America - it was expensive to build and cost far more than its predecessor. Apart from the bodywork, the Type 3 Ghia differed from the Type I by using the drivetrain of the VW 1500 saloon, a new floorpan with revised front suspension and a more powerful, air-cooled engine, called the 'suitcase' motor because of its very compact cooling system, allowing it to fit under the rear boot floor.
Type 3 Ghias are rare and highly prized today. They had only a short production run, 1962-'69, and were outlasted and outsold by the Type I.
Floorpan usually survives well, unless water has got into the car through leaky window rubbers or a damaged soft-top. Superficial rust can point to greater problems in the future: if water has crept under the carpets, it may also have found its way into the sills and quarter panels.
Multi-layer soft-top does an excellent job of keeping out wind noise but is expensive to replace. Rubber seals must be in excellent condition if any cabriolet is to remain weathertight.
Panels and brightwork are hard to source for early cars. Early-style rear bumpers are very scarce in good condition and even ones in need of rechroming can change hands for three figures. Early rear lights are also becoming hard to find, but reproduction lenses are available. Chrome trim can be found at some swapmeets, but don't expect to find bargains.
US imports are best for restoration, but beware of freshly painted and undersealed imports. Rusted or crashed Ghias are cheap in the USA, making it worthwhile for unscrupulous traders to import them.
Body corrosion is Karmann Ghia's main weakness- no areas escape on a really poor car. Vulnerable places are the front wings around the headlamp bowls, front and rear wheel arches, all inner wings, sills, door bottoms and rear quarter panels. Good quality restoration, however should provide much longer life, as factory rust-proofing was minimal.
Unlike the Beetle, Ghias have welded-on wings, with lead-loaded seams. This makes it very difficult for the DIY restorer to replace panels, so plenty of Ghias have been patched with filler.
Front bonnet rarely fits perfectly - even an unrestored car gives the impression that the bonnet has been incorrectly aligned. However, door gaps should be perfect, with any irregularity suggesting accident damage. Jacking up a Ghia can be a good way to check for structural integrity - door gaps can alter before your eyes due to corrosion in the sills.
Open those wide doors and you are met with an odd mixture of styles. Seating is clearly Beetle-derived, but the dashboard and many of the minor controls are entirely different. Common problems are split dashboard pads (due to sunlight), rotted carpets (Ghias have a habit of leaking) and torn seats (through general wear and tear). Many such parts are readily available but aren't cheap, particularly for earlier models.
